Rotary internal combustion engine



arch 12,1940. F, D BUTLER 2,192,893

- ROTARY INTERNAL coNBu'sTIoN ENGINE 'Filed Nay 1s, 193s 2 sheets-sheet1 arch vl2, 1940. F Q BUTLER 2,192,893

ROTARY INTERNAL coMBUsTIoN 'ENGINE Filed May 16, 1938 2 Sheets-Sheet 2/INVENTOR MMM ' socket means;

Patented Mar..k l2, 1940 autres srAf'rss einen PATENT or-rice 2,192,893ROTARY INTERNAL COMBUSTION ENGIE Frank David Butler, UnitedStates NavyApplication May 16, 1938, -Serial No. 2%,213

7 Claims.

(Granted under the act of March 3. 1883, as

amended April 30, 1928; 376 O. G. i?)

impeller or propeller, and thus not accomplishing certain edicienciesthat can be obtained in lo this combination of units. Furthermore themajority of this type of engines are not normally attached to or mountedin the objects which they impel or propel in such a manner so that theymay be conveniently removed from or reinstalled l5- in such objects, norin such a manner that the 'maximum emciency in steering, elevating ordepressing of such objectscan be attained.

The solution of these major problems, in addition to the completeaccomplishment oi' their o@ many minor resulting problems, have beenlons and vainly sought by Amany in this art.' The major concept of mypresent invention is the complete solution'of these problems by theprovision of a simple, durable, eiiicient and relapeller unit assemblycombination and mounting means, for its practical and commercialaccomplishment. l

More specific concepts oi my invention contemplate-(o) the provision ofconstructing such engine and impeller or propeller so that the cylindersof such engine will be integral with and iwill revolve with suchimpeller or propeller;` (b) the provision oi mounting.;` such combinedengine and impeller or propeller unit, in the objects which they impelor propel, in such a manner that they may be conveniently removed fromor reinstalled in such obiect as a single unit assembly, suchmountingtobe made preferably in a m ball and socket manner so that the axis ofsuch combined unit may be shifted to various angles to the centerline ofsuch object during the period such engine is in operation, and thefurther provision 'of means for accomplishing such shifting of suchcombined unit; (c) the provision of `means for preventing the crankshaft of lsuch engine from rotating within the ball of such ball andpreventing such ball from rotating within its socket with the movingelements of such engine and to still allow freedom for the oscillationof such ball in its socket; (e) the, provision of a locking device meansfor securing suchball within its socket in a iixed position combinedwith es means for varying the tension on such locking i5tivelylinexpensive engine and impeller. or pro- (d) the provision or"means for device hydraulically and remotely; (f) the provision of meansfor attaching the engine fuel and lubricating oil supply means'to theball socket mentioned and for accomplishing inlet supply to such enginethrough the ball o such socket; (c) l5 the provision of valve means fortiming the inlet supply `(mentioned under provision (f)) wherein therotary hub like journal of the engine combined cylinder and impeller orpropeller unit times the period of such inlet supply through such balli0 and socket assembly mentioned; (h) the provision of a further valvemeans for timing such y inlet supply wherein a suitable port in .one ofthe main journals of the crank shaft of such engine cooperates with aplurality of radial ports, in the i5' rotary hub like journal mentioned,during the rotation oi the latter and thus further controls the timingperiod of such inlet supply; (i) the provision of electrical ignitionmeans for such engine; (9') the provision of ecient means ior no coolingthe cylinders of such a combined engine unit by stream-lining thecooling iins of such cylinders parallel to the faces of the impeller orprol peller blades; (le) the provision of means in such a combinedengine unit for utilizing the exhaust no gas of such engineto assist inthe rotation of such impeller or propeller-oi such unit; (l) theprovision of means for mufiling the sound of such exhaust gas escapingfrom the cylinders of' such engine; (m) the provision of means forsecuring ao a telescope, an automatic gyro strina or altitude controlapparatus, or a machine gun in such a manner that they will be shiftedas ii integral with such ball of such ball and socket mentioned; (n) theprovision of means, in the form of a cam 35 mounted on the end of therotary hub like journal mentioned and for the purpose of timing thenring of suchmachine gun mentioned in relation to the rotationposition'o travel of the blades of such impeller or propeller; and (o)the provision o of means comprising the combination oi the foregoingprovisions and other minor new and useful entities which practically,commercially, emciently and .economically practice, in the form andmanner iound by me thus far in the development e5 of my invention to bemost advantageous in cach of the foregoing, as a whole, and such otherrespectsas will more clearly appear, and be understood by those skilledin this art, from the accompanying drawings. and the following descrlp-50 tion, and the appended claims.

It will be readily appreciated by those skilled in this art, afterunderstanding my invention, that various changes may be made in themeans i disclosed herein which will produce the same results insubstantially the same manner without digressing from my inventionconcept or sacrificing any of its outstanding inherent advantages.

With reference to the drawings: Fig. 1 is a vertical, longitudinalsection through an engine, impeller and ball'and socket assemblycombined in one unit assembly as per my invention and mounted in thenose of a small aviation plane, such section being as would appear onthe dotted line I--I of Fig. 6.

Fig. 2 is a transverse section through the center of the ball and socketassembly, as would appear on the dotted line 2--2 of Fig. 1, andillustrates the relation in position of the inlet supply ports to oneanother when the moving elements of the engine are in the position theyoccupy in Fig. l. 'I'he small arrow below the gure diagrammaticallyillustrating the position of and direction of rotation of the lowerblade of the impeller of Fig. 1.

Fig. 3 is similar to Fig. 2 except illustrating the relation in positionof the inlet supply ports to one another at the commencement ofadmission and with the moving elements of the engine in the positionthey would occupy when the lower blade of the impeller of Fig. l hadreached the position diagrammatically illustrated by the small arrow.

Fig. 4 is similar to Figs. 2 and 3, exceptv illustrating the relation inposition of the inlet supply ports to one another at the completion ofthe admission period of operationof the engine and with the movingelements, of the latter, in the position of travel they would occupywhen Vthe lower blade of theimpeller of Fig. l had reached the positiondiagrammatically illustrated by -th'e small arrow (approximately 225degrees from its position in Fig. 1).

Fig. 5 is a section of a portion of the ball and socket assembly andillustrates the Variable tension, xed location, locking device for theball of such assembly, such device being hydraulically controlledremotely from such assembly.

Fig. 6 is a transverse section through the center of thrf'engine andimpeller as would appear on the dotted line 5--6 of Fig. 1, andillustrates the compactness of this type combined assembly.

Fig. 7 is a transverse section through the upper blade and cylinder ofFig 6 as would appear on the dotted line 1-1 of that figure. Thissection illustrates the exhaust gas passages and the piston by-passsupply ports. y

Fig. 8 is partly a plan View and partly a transverse section of andthrough the upper blade and cylinder of Fig. 6 as would appear on thedotted line 8-8 of that gure. This gure illustrates the stream-lining ofthe cylinder air cooling fins with the blade angle and the uniquelocation, enclosure and stream-lining of one of the ignition plugs.

Fig. 9 is a. diagrammatic sketch illustrating the installation of myinvention in an aviation plane. 'I'his sketch illustrates the generallocation of the engine ball and sock-et mounting assembly and theshifting lever of such ball.

In the accompanying drawings, similar numerals and letters indicatesimilar parts in the several views, the numeral I indicates the twothrow crank shaft which is adapted to be suitably journaled in theforward and rear main bearings 2 and 3 respectively, which are a tightfit in the crank case end covers. forward end thereof is the hightension magneto 4 magnet wheel, and toward the rear end thereof issecured the locking collar 5. The rear Secured to the end of crank shaftI is elongated and has secured thereto at the end thereof the combinedengine counterweight and maneuvering handle grip Ia. 'I'he intermediateportion of'the elongated shaft I has secured thereto the gun clampingbracket Ib, the crank shaft I not being rotatable but held stationary bythe locking collar 5. The blades lIi of the impeller are preferably dieforgings of steel alloy and are constructed as light in weight as ispossible consistent with the necessary strength. 1

The blades are integral with engine cylinders 6a and halves of crankcase 6b and are adapted to rotate around the engine crank shaft I.Cylinder exhaust ports or passages 6c' are located in and extend throughthe walls of the cylinders 6a in such a location that the exhaust gaspassing therethrough will have a reactionary effect tending to assist inthe rotation of the blades 8 in a forward direction of travel. Alsointegral with the blades and'cylinders are cylinder supply or pistonby-pass ports 6d forming by-pass communication between the crank case 6band the cylinders Ga above the pistons when the latter are at or nearthe inward ends of their strokes. 'I'he spark plug recesses Be arelocated in the lee of the cylinders 6a andthe rear edge of the blades 6so as to be streamlined and thus reduce air ow friction. Streamlinedcylinder cooling fins Bf are located parallel to the blades 6 and areconstructed so as not to restrictthe air flow past the cylinders andblades. l

manufactured of bronze or some heat treated steel alloy, are of theoff-set type and connect pistons 1 with their respective crank throwjournals of the crank shaft I. The rods 8 are tted lat their outwardends with suitable piston pins 8a and at their inward ends with thebearing caps 8b, and are drilled lengthwise for lubricat` ing purposes.

The crankcase 6b, constructed as small as is possible in order to obtaina high inward travel piston compression ratio, is closed at the endswith flanged hub shaped covers 9 and I0 which are recessed in theirflanged portions so as to coincide with the annular shaped end shouldersof the halves of the crank case 6b for the purpose of 'retaining thelatter securely in contact with each other. I'hese covers 9 and Ill aresecured to the crank case with bolts II. The crank case halves are alsosecured together by bolts I Ia. 4

The forward cover 9 is an aluminum alloy casting which is adapted tosupport the magneto coil 4a and other stationary parts of such magnetoand is counter-balanced at 9a with such parts. The rear cover I0 formsthe main journal I 3f and I3d, it is threaded on itsouter diameter near'its afterend and it is fitted with its securing nut Ib and washer I0c.The after portion of cover I0 is cylindrical in shape and ismavchinedexternally to fit its 'journal roller bearings ita and the inneradiameter of its spherical shaped mounting ball i5. At its end, thecover i@ is tted with a gun timing cam IB. The interna] diameter ofpractically 'the entire length of cover i@ is bored andmachined toreceive the crank shaft after main bearing 3. The bulk portion of covers9 andA ill, crank case 6b, magneto 6,

including the wiring conduits db of the latter,`

and such other parts as are in the immediate vlcinityof the crank caseSb, are all enclosed within the streamlined, weather-tight, metalcasings i8 which are secured to the crank case by the screws Ita. Thehigh tension ignition wires are enclosed between the magneto coil a` andthe spark plug recesses 6e in metal conduits 6b, and the spark plugrecesses 6e are made water tight by the fibre caps d screwed onto theends of spark plugs tc and fitted tightly against the ends of therecesses.

The spherical shaped combined engine and propeller mounting ball |5 is acasting and is machined externally to fit snugly within the internaldiameter of the forward and rear halves of the ball socket |5a and |5brespectively. The rear half of the socket is preferably secured in thenose of the plane fuselage and the forward half is secured to the afterhalf with the bolts lc, these halves being adjustable to the ball byremoving or replacing adjustment shims |511. This ball i5 has acylindrical shaped internal surface extending throughout its entirewidth, which surface is machined to receive the roller bearings iila andthe cylindrically shaped after portion of the hub shaped crank casecover l0, and is slotted at the after end to receive and be keyed to thecrank shaft locking collar or coupling 5. The ball i5 is furthermachined on its external diameter by being slotted at |51 for a shortdistance parallel to the center line of the crank shaft to receive itssecuring key |5e. This key ie has an elongated rectangular portion whichfits snugly within this slot i5f and a cylindrically shaped portionwhich fits snugly within a suitable recess in the halves of the Aballsocket |5a and ibb and prevents ball i5 from rotating in the socketwithout interfering with its oscillation therein. At any angle otherthan 90 degrees from parallel with the side surfaces of slot |511 theball ,i5 has machined in the external surface thereof a semi-circularrecess |5g which is adapted to receive the ball bearing ila of thevariable ten` sion locking device Il, described later, and has machinedin the vicinity of the bottom center thereof and extending through toits internal diameter the inlet supply passage |3c, and inthe upper halfit is equipped with the grease ports 15h which connect the grease plugfitting |51' with the roller bearings lla, ball securing key |56v withits slot i'f and the outer circumference of such ball. In fact, thewhole cored out section of ball i5 may be packed with grease andconnected so as to lubricate the parts mentioned that are to be greased.

The after half i512 of the ball socket has secured to the lower centralafter portion thereof with bolts i312 the mixing valve or .carburetorI3, and

has a horizontal cylindrically shaped cored orv i5, and consists of aball bearing Ila fitting ln.\

'recess |59, a combined ball cup and spring retainer member l'lb, aresilient coil spring .|1c, a combined spring retainer and piston memberl'ld, which latter has secured thereto the leather` cup He and itssecuring washer Hf, all of the foregoing parts fitting snugly withina-su'itable cylin drical chamber Ilg which is open at the ball end andreduced at the opposite end of the body portion Il, and is connected atthe latter end through the connection and tubing llh to a common screwcompression type grease cup, not illustrated, located remotely from il.With reference to Fig. 5 and assuming that the grease cup mentioned andtubing lh is filled with medium body grease, any supply of such greasefrom such grease cup to .the right of |'ie in Hg would increasethetension of spring `|'Ic .on ball bearing Ila and consequently on balli5, and vice versa, while an abnormal supply of grease to Ilg wouldcause the adjoining ends of members Hb andlld to contact and therebyresult in locking ball l5 with ball bearing Ila. This locking device isdesigned to remotely and hydraulically lock or vary the tension of thelocking of ball i5 in a fixed position in its socket through the manualefforts of the engine operator. The oscillation of the ball in [itssocket, and consequently the shifting of the anfgle of the impeller 6 toits ball socket mounting, is accomplished manually in small engines bythe operator through the handle grip la. i

As customary in two stroke cycle engines the engine lubricating oil ismixed with the gasoline and is supplied'to the engine along with theinlet supply charges through the carburetor i3, which is equipped withthe usual common type butterily controly valve |3112, needle valve |33,float chamber |3y, and gasoline connection |32. The inlet fuel supply'`charge to the cylinders Ea from the atmosphere through the opening inthe bottorn of the triple screened air filter |30; is accomplished asfollows:

As the impeller blades 6 are rotated to the right, Fig. 6, the pistons'l are moved outward in their respective cylinder 6a, due to the factthat the crank shaft does not rotate, from the position in which theyare illustrated in Figs. l and 6. This outward movement of pistons Ecauses them to cover the cylinder supply ports 6d, and the rotation ofthe propeller also causes the cylindrically shaped portion of the hubjournal i@ to rotate within the ball |5`from the position in which it isillustrated in Fig. 2 to the position in which it is illustrated inFig.' 3 and in the direction of travel illustrated by the small arrowsin both figures.

At approximately thejnstant' that .the pistons cover the outer ends ofports 6d, the radial supply ports |3f and |3d in hub journal l0 andbearing 3 start cooperation with the longitudinal supply port |3e,located in the crank shaft i and extending longitudinally thereinbetween the ports i3d and |3f. The port ld at this same instant startscooperation with the radial supply passage |30 in the ball i5. As'thepistons i continue their outward travel in cylinders 6a a partial vacuumis formed in the crank case 6b and causes air to be drawn from theoutside atmosphere through the strainer |3a, thence through thecarburetor I3 where it mixes with the gasoline and lubricating oil',thence through the horizontal supply passage |31), thence through theradial supply passage |3c,

thence through the radial supply port |3d, thence through the horizontalsupply passage |3e, thence through the radial supply portV l3f, which isin ply ports I3g into the crank case 6b. This supply suctionlcontinuesduring the remainder of the outward travel of the pistons 'I andsomewhat beyond the outward dead center stroke travel of such pistons,due to the generated velocity of travel of the inlet supply charge, asdiagrammatically illustrated by the position of travel of the powerblade 6 of Figs. l and 6 by the small arrow in Fig. 4. v At this pointof travel of, th`e pistons 1 as illustrated by the position of travel ofthe hub I0, Fig. 4, the inlet supply port I3d cuts off its cooperationwith inlet supply passages I3c and I3e, while at the same instant supplyport I3f cuts oi its communication cooperation with inlet supply passageI3e, and thus the inlet supply to the crank case Eb Y is terminated.

As the pistons 'I travel inward from their out-V ward dead centers, theinlet supply charge in the crank case 6b inward of them is compressed inthe crank case, being trapped, without an outlet from crank case 6b, theamount of compression pressure attainable within such crank casedepending upon the piston displacement compression ratio. `As thepistons 'I near the inward ends of their inward dead centers, theyuncover the cylinder supply ports-or piston by-pass ports 6d and allowthe compressed inlet supply charge in the crank case 6b to flow throughthe ports '6d into the cylinders 6a and there to be deflected toward theends of such cylinders by the deflection flanges 1b of the pistons 1. Asthe pistons 'I continue their travel and start outward in theirrespective cylinders 6a, the combustion supply charge is compressed inthe cylinders outward of the pistons 1 and as the pistons near theiroutward dead centers a spark from the high tension magneto 4 occurs atthe spark plugs 4c and combustion of the uel supply charge follows, thusforcing the pistons 1 inward on their power strokes. As the pistons neartheir inward dead centers of travel they uncover the exhaust ports orpassages 6c and the expanded gas is allowed to escape into theatmosphere. As this exhaust gas leaves the cylinders under 'considerableabsolute pressure, its velocity is somewhat higher than the rotary speedof the cylinders at the radius from the center of the crank shaft atwhich passages 6c are located, and consequently a reactionary electresults, and as the exhaust passages are a part of and are located inthe lee of the rotary motion of the impeller blades 6', the blades arekicked ahead ina forward motion by such reactionary eiect. It isobvious, therefore, that inasmuch as the' velocity of the exhaust gasleaving the cylinders in the manner described is reducedl by the feetper second travel of the cylinders in an opposite direction, that thesound caused by such 'exhaust would be muied considerably. The soundwould also be further muffled by the air passing through the silencerholes 6g, which latter are located in the sides of exhaust ports I c.The cylinder supply or piston by-pass ports 6d are drilled diagonally tothe walls of the cylinders 6a, as illustrated in Fig. 6, so that theinlet supply charge as it passes from the crank case 6b to the cylinders6a will be scooped from the crank case due to the direction of rotationand velocity of travel of impeller 6 and will enter the cylinders at anangle and under a velocity such that will force it toward the outer endsof such cylinders and will cause it to displace the exhaust gas therein.The inner ends of these supply ports 6d have pressed thereinto theannular shaped lubricating oil baffles 6h which project slightly intothe crank case 6b and thus prevent centrifugal force from throwing thebulk of the lubricating oil from the crank case into the cylinders 6athrough ports 6d.

The inlet supply to crank case 6b is considerably accelerated due to thevelocity of rotation travel of the hub shaped cover I and thecentrifugal force generated during such rotation.

It is also understood that the gasoline type of engine herein shown maybe replaced by an oil fuel powered engine of. the compression ignitiontype. l

When this engine assembly is used in a small plane for militarypurposes, a machine gun Ila may be clamped in a pair of brackets similarto Ib which will cause the gun to be moved with the shaft Ib and topoint in the direction which the impeller is pulling the plane asdiagrammatically illustrated in Fig. l and on the object being pursued.In such a case the handle grip weight -Ia can be eliminated and the ballI osclllated with the butt-stock of the gun. The ring mech-v anism ofthe gun can then be connected up electrically so that said gun may belred either by closing or opening the electric circuit by and through camI4 which latter is in timing with the impeller blades.

It is further contemplated that a plane of approximately eight foot wingspread, adapted to carry the operator only, and equipped with arelatively small engine, impeller and ball and socket mountingassemblyof the type described herein, could be built so as to take off and landhaving little or no run-way, so as to make approximately 250 miles yperhour, and have a flight radius of 1,000 miles or more.

With the type of combined engine and impeller as herein describedmounted in bearings to rotate in a ball and socket of the type specifiedand with the latter mounted in the nose of. an avia-` tion plane, it isobvious that such plane could be steered, elevated or depressed bychanging the angle of said combined engine and impeller to said nose ofsaid plane through movement of said ball, and that the usual rudder,elevator and aileron controlling devices (of and if installed and usedin such plane) would be for abnormal purposes only in controlling themovement of such plane.

It is apparent that if any one organization were to operate a eet ofplanes, boats or rapid transit vehicles powered with assemblies asdescribed herein, that such planes, boats or vehicles could be quicklyrestored to service in case of damage to .such assembly by and throughreplacing such damaged assembly minus half of ball socket ISb with aspare assembly.

While starting the engine and operating it under steady cruisingconditions the ball I5 maybe locked in its central position in itssocket by the xed position locking device II.

The invention herein described may be manufactured and used by or forthe Government of the United Statesl of America for governmentalpurposes without the payment to me of any royalty thereon or therefor.

Having fully described my invention, what I claim as new and desire tosecure by Letters Patent is:

1. In an internal combustion engine having a non-rotatable crank shaftand a plurality of cylinde`rs extending radially therefrom and rotatableconcentrically thereto, an elongated tubular hub member secured to andextending an appreciable distance at right angles from said rotatingsaid hub cylinders and concentric with said'crank shaft,

said hub member being rotatably journalled on said crank shaft, aspherical ball member Within which said hub member isrotatablyjournailed, and a spherical ball socket within which non-rotatable crankshaft and a plurality of cylinders extending radially therefrom androtatable concentrically thereto, an elongated tubular hub membersecured to and extending an appreciable distance at right angles fromsaid cylinders and concentric with said crank shaft, said hub memberbeing rotatably journalled on said crank shaft,` a spherical ball member-within which said hub member is rotatably journalled, and a sphericalball socket Within which said ball member is oscillatably journalled,said engine rotating said hub member internal to said ball member andexternal to the surface of said crank shaft, means for oscillating saidball member Within said ball socket, and means for preventing said ballmember from rotating within.

said ball socket comprising a key extending lfrom the body portion ofsaid ball socket into an elongated circumferentially extending keywaylocated in the periphery of said ball member parallel to said crankshaft of the engine.

3. In an internal combustion engine having a non-rotatable crank shaftand a plurality of cylinders extending radially therefrom and rotatableconcentrically thereto, an elongated tubular hub member secured to andextending an appreciable distance at right angles from said cylindersand concentric with said crank shaft, said hub member being rotatablyjournalled on said crank shaft, a Aspherical ball member within whichsaid hub member is rotatably member is oscillatably journalled, saidengine member and external to the surface of said crank shaft, means foroscillating said ball member vwithin said ball socket, and means forpreventing' said crank shaft from rotating within said ball membercomprising an annular shaped disc secured to said crank shaft and saidball memv ber and located within the latter.`

4. In an internal combustion engine Vhaving a non-rotatable crank shaftand a plurality of cylinders extending radially therefrom and rotatableconcentrically thereto, an elongated tubular hub member secured to andextending an appreciable distance at inders and concentric with saidcrank shaft, said hub member being rotatably journalled on saidcrankshaft, a spherical ball member withinY which said hub member isrotatably journalled, and va spherical ball'socket within whichv saidball member is oscillatably journalled, said engine rotating said hubmember internal to said vball member and external to the surface of saidcrank shaft, means for oscillating said ball member within said ballsocket, and remotely controlled means for locking said ball memberwithin said ball socket in a predetermined fixed position comprising ahydraulically operated remote- 1y controlled locking device.

-ber and journalled,`

and a spherien ban socket within which said bau' 'from the interior ofmember internal to said ball.

right angles from said cyl- 5. In an internal combustion engine having anon-rotatable crank shaft and a plurality of cylinders extendingradially therefrom and rotatable concentricallythereto, an elongatedtubular hub member.secured to and extending an appreciable distance atright angles from said cylinders and concentric with said crank shaft,said hub member being rotatably journalled on said crank shaft, aspherical ball member within which said hub member is rotatablyjournalled,A

and a spherical ball socket within which said ball member isoscillatably journalled, said engine rotating said hb member internal tosaid ball member and external to the surface of said crank shaft, meansfor oscillating said ball member within said ball socket, accesscommunication means for admitting an inlet charge to said engineconsisting of a carburetor secured to the body portion of said sphericalball socket, a chamber extending from said carburetor through said bodyportion of and into the interior of said ball socket and providingconstant communication therebetween, a radially extending cavity in saidball member providing constant communication between the interior-andexterior of thev latter and providing constant communication with saidchamber, a radially extending port in said hub member providing constantcommunication between the interior and exterior of the latter and,during the rotation of said hub member within said ballmember,lcoinciding and intermittently and simultaneously cooperating with andproviding conimunication between said cavity in said ball memalongitudinally extending passage in said crank shaft, said passage beinglocated in the periphery of said crank shaft and extendinglongitudinally therein radially extending port an appreciable distancetherebeyond toward said engine, a combined radially and diagonallyoutward extending passage located in said hub member and extending ofthe ends of the cylinders adjoining said crank shaft and, during therotation of said hub member within said ball member, coinciding andintermittently cooperating with the engine end of said passage-in saidcrank shaft.

6. AIn an internal combustion engine adapted to propel an object andhaving a non-rotatable crank shaft and a plurality of cylindersrotatable radially thereto, an elongated tubular hub member secured toand extending an appreciable distance at right angles from saidcylinders concentric with said crank shaft, a spherical ball memberhaving a cylindrically shaped chamber therein and having said hub memberrotatably journalled therein, and a spherical ball socket :secured tosaid object, said ball member being FRANK DAvnJ Burana.

the latter to the vicinity` socket secured to saidv from the -vicinityof said said ball from rotating-

